Car-wall structure



Nov. 15, 1927. 1,649,505

C. D. BONSALL CAR WALL STRUCTURE Original Filed July 24, 1922 OOOOOODOOOOOOOOOOOOOOOO O 0090 0O UOOOdOOOOODOOOOO fnvfii'or: CharZeJD.B0maZl Aliorne y. J

Patented Nov. 15, 19 27.

LMQSQS CHARLES DAVID BONSALL, F .PARNASSUS, PENNSYLVANIA, ASSIGNOR TO UNION METAL PRODUCTS COMPANY, OFCl-IIGAGQ, ILLINOLS,

WARE.

A CORPORATION OF DELA- CAR-WALL STRUCTURE.

Original application filed July 24, 1922, Serial Ho. 577,035, new Yaten: No. 1,54i3,416, dated June 23, 1925, and in Canada May 30, 1924. Divided and this application filed August 6, 1924:. Serial No; 730/229.

My invention has for its object to pro- Vide an all metal car construction of novel character which is unusually strong for its weight and durable throughout, which may be conveniently and economically manufactured and transported, is weatherproof and which possesses-certain other desirable and advantageous features to be hereinafter described and claimed. My sheet metal wall structure is applicable to box, automobile, gondola, stock or any other type of railway car equipment.

The ends of railway cars are subject to considerable stress due to the shifting of the lading. .These blows are imparted to the end over the entire area thereof, or to local or concentrated thrust. W heat is loaded to substantially the top of the car which causes all theblow to be imparted overthe entire area of the end. Lumber is loaded to the top aridupon impact the top boards shift causing a blow to be imparted at the top of the end. Sand, chats and other plastic loads and light pipe cause blows at the middle of the car, whereas rail, steel plates, castings and the like cause blows at the bottom of the car. l I

While, of course, efforts are made to block the lading in the car, the heavy locomotives, the emergency air brake and the classifica tion hump break the lading away from its moorings and throw it against the end of the car.

A rigid end to a car, and particularly a large box car, materially strengthens the entire superstructure to resist the torsional and weaving movements which not only rack the car to pieces, but cause leaky roofs and inoperative and leaky doors with their consequent damage claims. As it costs as much to transport a ton of freight car as it does a ton of lading it is imperative that the weight of the car must be kept as low as possible, therefore, the end must be very light well as strong. As freight cars are frequently damaged in wrecks and by other unfair usage, any end will be damaged in service, therefore, it must be capable of being easily repaired with such meager facilities as the railroads are equipped with at their outlying repair points.

In the drawings:

Fig. 1 shows an end elevation of a railplate.

way box car with my invention applied thereon.

Fig. 2 is a section on line 2-2 of Fig. 1.

Fig. 3 is a modification of Fig. 2. t

Fig. i is a detail of a plate before it is applied to the car. y I

Fig. 5 is a'section on line 5-5 of Fig. i.

llumeral 1 is the side wall of the car; 2 the under-frame; 3 the roof lZO-WhlClI my plate metal wall structure is attached by vairious and any convenient means. Numerals i, 5 and 6 are top, middle and bottom plates respectively of a car end wall made in three pieces; however, the end may be made in a single plate or any number of plates and still fall within the scope of my invention.

Numeral 7 is the side wall of a rectangular panel pressed from the main portion of the Numeral 8 is the side wallof a rectangular panel pressed from the elevated portion of the first mentioned panel. Nu-

meral 9 is the side wall of a rectangular panel pressed from the elevated (or depressed) portion of the last mentioned panel. Margins 10, 11 and 12 arethen formed between panel within panel. As these margins are 'quite wide in practice-T provide corrugations, 1e, 15 and 16, which stiffen these flat surfaces, 10, 11 or 12, against buckling and also assist the side walls, 7, 8

or 9, in performing their function as a beam. corrugations 17 may be pressed in the body 18 of the sheet if desired. These corrugations may be pressed in their plate before or after the plates are embossed.

In order to conserve horizontal space it may be advisable to reverse the direction of some of the panels without diminishing the strength of the panel as an entirety. It may also be desirable to conserve horizontal space by pressing the corrugation in the opposite direction from the panel within which it is formed. Suggestions along these lines are shown in Fig. 3.

These corrugations strengthen the flat margins whether the panels project inwardly or outwardly; also the corrugations may project in the same or the opposite direction from the panels within which they are pressed.

The corrugation extends lengthwise of the panel from-which it is formed and is preferably substantlally the same length thereof and also preferably terminates within the edges of the panel or margin from which it is formed. The corrugations in the central panel or panels are, therefore, longer than the adjacent corrugations.

WVhile in the foregoing description and drawings I have described the end wall structure comprising plates having panels within panels positioned horizontally, it is understood that the same advantages claimed pertains to an end wherein the panels are positioned vertically on the car.

This is a division of my co-pending application Serial No. 577,035, filed July 24:, 19:22, now Patent No. 1,543,416, dated June 23, 1925.

I claim:

1. A sheet metal structure for car walls having a panel embossed within a panel, one of said panels having a corrugation formed therein which projects in the opposite direction than the embossed panels within which it is formed, said corrugation extending longitudinally of said panel and terminating therein.

2. A sheet metal structure for car walls having a panel embossed within a panel, and a corrugation formed in each panel extending longitudinally thereof and terminating therein, the corrugation in one panel being longer than the corrugation in the other panel.

3. A sheet metal structure for car walls having an embossed panel pressed from the plane of the sheet with a corrugation formed therein projecting in the opposite direction from the said embossed panel, and an embossed panel pressed from the first mentioned panel in the opposite direction thereto, said second mentioned panel provided with a corrugation projecting in the opposite di rection to the last mentioned embossed panel, said corrugations extending longitudinally of and terminating in their respective panels.

4. A sheet metal structure for ear walls ing within said surface. a:

6. A sheet metal structure for car walls having. an embossed panel forming an elevated substantially flat surface, with a corrugation formed in and extending sub stantially the entire length of said panel.

7. 1 sheet metal structure for car walls having an embossed panel forming an elevated substantially flat surface, with a corrugation formed in and extending lengthwise of said panel which projects in the opposite direction from the panel.

8. A sheet metal structure for car walls having an embossed panel pressed from the plane of the sheet, with fiat margins surrounding said panel, and an embossed panel pressed from the first mentioned panel, with flat margins surrounding the last mentioned panel, with a corrugation formed in one of the last mentioned margins and in the last mentioned panel, which corrugation terminates within its panel and is substantially the same length as its respective margin or panel.

CHARLES DAVID BONSALL. 

